TURNING "WHAT MIGHT HAVE BEEN" INTO A REALITY

Not satisfied to be merely a fan and collector, Jim has taken his approach to the hobby in a very unique direction. To put it simply, he's creating an alternate history for the Avanti.

His first effort at rewriting the history books resulted in a fully developed design for a two-seat 1963 Avanti. The styling for this short-but-sweet sports car was commissioned by Jim from none other than Tom Kellogg, one of the original members or Raymond Loewy's Avanti design team. A full report on this design exercise was featured in issue 85 of Avani Magazine, and at this writing, construction of the actual car is well underway.

But Jim and Tom didn't stop there. Instead, they began speculating what might have happened had Studebaker survived. What if the Studebaker Avant had enjoyed a normal, long-term development life? What if it had remained in production from 1963 to today? What would a completely contemporary 1996 Avanti look like?

Thus, the AVX project was born.

PHASE 1: DESIGN STUDIES & THE DECISION TO BUILD

By spring of 1995, Tom had provided Jim with a selection of color sketches, many rendered in the classic tones available on the original Studebaker Avanti. Captivated by the way Tom modernized the "Avanti look," Jim quickly decided that an actual prototype automobile had to be built.

What followed was a second set of sketches, in which Avanti styling was adapted to a variety of current production automobiles. The candidate chassis included the Cadillac Eldorado, the Chevrolet Corvette, the Acura Legend coupe, the Lexus SC400, the Pontiac Firebird and the Chevrolet Camaro.

Eventually, the Firebird was chosen. "Initially, it was strictly an aesthetic decision," Tom Kellogg says. "I felt it would give us the best combination of height, "stance" and windshield angle. Plus, it opened up the possibility of doing T-roof and convertible variations from a factory platform. And it offered a lot of engine options, too."

"Later, when Jim and I examined the car closely, we realized that the way it was built - with composite body panels over a steel framework - would make converting it very easy," Tom continued. "It was a very lucky accident."

After finalizing the chassis decision, Jim had tom produce some refined styling studies that matched the precise dimensions of the Firebird. Then, it was time to take the next step.

Tom Kellogg styling studies showing how "AVX" bodywork would look on modern chassis,
including the current Chevrolet Camaro and the Cadillac Eldorado.

PHASE 2: CONSTRUCTING THE PROTOTYPE.

Jim then had the Firebird delivered to Lang's Custom Auto in Harrisburg, Pennsylvania. This shop was chosen because of its enviable reputation as a builder of custom cars, street rods and historic hot rod miniatures. In fact, Bill Lang is regarded throughout the street rod community as a brilliant automotive craftsman, with many award-winning results to show for his efforts.

After removing all non-structural body panels, Bill began creating fiberglass replacements. Besides using Tom Kellogg's drawing, Bill also took some of the shapes directly off Jim's restored '63 Avanti R-2. All told, construction of the prototype took seven months, and the vehicle was ready for roll-out in February of 1996.

Throughout the process, both Tom Kellogg and Bill Lang applied their talent and ingenuity to create a car that really is a logical updating of the original Avanti design philosophy. Here are a few examples of their "problem solving" techniques.

HEADLIGHTS presented one of the greatest challenges. Everybody agreed that the classic "round-eyed" look of the original Avanti had to be preserved, but doing so with available hardware while meeting Federal and state headlight regulations (including, most notably, the 24" height rule) proved difficult. As Bunting put it, "We agonized over all sorts of shapes and sizes. We looked at sealed beams, projector beams....and for a while we even considered making the headlights 'driving lights' and putting pop-up lights elsewhere that would meet the headlight laws. But nothing seemed right aesthetically."

Ultimately, Bill Lang found the solution: aftermarket replacement headlights for 1968 and later models of the Jaguar XK-E. "They had the right look, and by adapting the Avanti styling with subtle headlight tunnels and recesses, we managed to meet all the current laws." Kellogg said. "Our solution is faithful to the spirit of the original, and I'm glad we could do the 'tunnel treatment' and not wind up with something that looks bug-eyed."

A right front-quarter view of the AVX prototype: Notice the distinctive flow of the fender line, as well as how the tail "tucks in" at the rear corners.

Ahead-on view of the AVX prototype: the Avanti heritage is obvious, but it's a modern interpretation rather than a reproduction. The recessed headlights are aftermarket replacement units for 1968 and later Jaguar XK-Es.

WHEEL WELLS were exhaustively shaped and reshaped until the cut-out mirrored the original Avanti's. "At the time we were in the initial stages of the Avanti project, Loewy was extremely fascinated with the early space program," Kellogg recalled. "He wanted to get the wheel well cut-outs to look like drawings he'd seen of the orbits of satellites and space capsules. It's really an eyeball thing, though -- not a lot of science to developing the shape."

THE "COKE BOTTLE" EFFECT that characterized the original Avanti is also preserved and modernized for the AVX. According to Jim Bunting, "What we did was to continuously look at the car from directly overhead, and compare it with a direct-overhead view of the '63. Then, we matched it up as precisely as possible."

"If you compare the two from straight overhead now, you'll see the biggest difference is the position of the windshield," Jim added. "Naturally, it's much further forward on the AVX. But otherwise, the relationship of the 'coke bottle' sculpting between the two cars is almost identical."

DOOR HANDLES will be recognizable to astute car buffs; they're Olds Aurora units. "Back in 1962, Loewy kept saying that he didn't want a straight line on the entire car," Kellogg noted. "The Aurora handles help us meet that objective. They've got a really pleasing 'ovoid' shape that works with the beltline and the swell of the fenders."

THE FRONT END is a very close reinterpretation of the original Avanti nose, but updated to reflect contemporary safety standards and laws. "Because of the hidden 5mph bumper system, we could form a one-piece nose that creates a sculpted, unbroken surface, "Bunting said. "We don't need the blade bumpers anymore, so for the sake of modernization we eliminated them."

THE "C PILLAR" -- actually the "B-pillar" in the AVX -- was given the classic "Napoleonic" Avanti shape by running a rear-edge window frame up from the door panel fiberglass. "Some practical-minded people might not like it because it blocks a little bit of the window glass," Kellogg commented, "But we love how it looks."

The old and the new, in profile. Among the obvious differences between the AVX and the 1963 Studebaker Avanti (in this case an award-winning R-2 4-speed owned by Bob Ruder of Lancaster, PA.) are the roof height, as well as the size, rake and position of the windshield. What's more striking, though, is the evolutionary similarity of the cars' overall appearance.

ASYMMETRICAL HOOD DETAILING is just the reverse of original Avanti practice. "We tried the classic raised 'power bulge,' but it just didn't look right with this car," Bunting said. "So, we went the other way, with a flush air intake sculpted down into the left side of the hood. It looks real sleek and aerodynamic, in a very Nineties way."

As an added feature, the entire upper front end of the car, including the headlight surrounds, tilts forward for access to the engine compartment. "We wanted to keep the way the '63 Avanti hood hinged forward, but update it." Kellogg said. "So Bill Lang scratch-built this amazing cantilever system that includes the whole upper surface forward of the cowl. The result is something like the current Corvette hood -- very high-tech, very functional."

THE "RAKED" EFFECT so characteristic of the Studebaker Avanti was created through a combination of styling "tricks" and a very slight lowering of the Firebird front suspension. "It looks more raked than it actually is, but the front end is much lower than the stock Firebird's." Bunting commented.

WHEELS AND TIRES currently on the AVX are not representative of what the final design will be. Jim Bunting notes, "We like the extremely low profile tires (235-45 R17's in front, 255-50 R17's out back) but Tom is searching for cast wheels that look more like the original Avanti hubcaps and come out flush to the side of the car."

What's the cumulative result? "I think it looks like an Avanti hunkered down," Kellogg said proudly.

Arear view of the AVX prototype clearly depicts Tom Kellogg's succinct description of the car: "An Avanti hunkered down."

PHASE 3: TESTING THE WATER.

So, finished in turquoise primer, the AVX was previewed at a collector car swap meet in York, Pennsylvania. Public reaction was overwhelmingly positive.

"Over and over again, people asked me, 'Are you going to build it?' And when you hear that question often enough, it sort of makes your mind up for you," Bunting said.

At the same time, though, Jim realizes that he's not an automaker. "I think it makes the most sense to let GM do what it does best, which is to make well-engineered, Federally legal automobile," Bunting went on. Ton has already done what he does best, which is to design a beautiful car. So the idea of the AVX is to bring GM's engineering and Tom's artistry together."

How exactly will that happen? Taking a cue from successful performance car modifiers like Reeves Callaway, Jim says that customers will supply him with a '93 or newer Firebird, and he will coordinate the conversion to AVX Specs, using Tom Kellogg's distinctively designed exterior panels, with Bill Lang doing the actual conversions one car at a time.

"OK, everybody smile!" A proud Tom Kellogg poses between the friendly faces of the AVX and Bob Ruder's 1963 Studebaker Avanti R-2 4-speed. Jim Bunting thanks Bob for braving the rain to bring his '63 to the photo shoot.

PHASE 4: PREP FOR PRODUCTION.

At present, the car is back at Bill Lang's for final modifications reflecting Tom's suggestions. It should be ready for a formal unveiling sometime later this summer. At the same time, plans for a modest restyling of the interior are also underway. "The stock Firebird interior doesn't quite have the feeling I want for this car," Kellogg said.

Tom Kellogg works on a refinement of the AVX's rear wheel opening during his visit to Jim Bunting's Millersville, Pa. farm.

Production body panel molds are scheduled for manufacturing in October. At that point, Jim Bunting will begin taking deposits. "You'll be able to reserve a car and hold your place in line," he said.

"We're still working on final pricing, but we think it will represent a great value for what you get as an end product," he added. "We'll be turning out about two cars a month, to maintain very high quality. And when deliveries begin in January, every buyer will also get a complete AVX design portfolio over 30 pages long, with all of Tom Kellogg's concept and design drawings reproduced inside."

All in all, the AVX has to be regarded as an exciting new development for Avanti enthusiasts everywhere. It offers us a chance to own a brand new, totally contemporary automobile with the distinctive Avanti look. Ant that's something that, until now, resided only in the misty realm of "what might have been."

NOTE: AVX design copyright 1996 by Jim Bunting. All rights reserved.
This project is not associated in any way with other ongoing Avanti production.